GB1568426A - Method of controlling the air-fuel ratio of an air-fuel mixture provided for an internal combuation engine and a system for executing the method - Google Patents
Method of controlling the air-fuel ratio of an air-fuel mixture provided for an internal combuation engine and a system for executing the method Download PDFInfo
- Publication number
- GB1568426A GB1568426A GB40123/77A GB4012377A GB1568426A GB 1568426 A GB1568426 A GB 1568426A GB 40123/77 A GB40123/77 A GB 40123/77A GB 4012377 A GB4012377 A GB 4012377A GB 1568426 A GB1568426 A GB 1568426A
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- Prior art keywords
- air
- fuel
- fuel mixture
- intake passageway
- engine
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Links
- 239000000446 fuel Substances 0.000 title claims description 273
- 239000000203 mixture Substances 0.000 title claims description 136
- 238000000034 method Methods 0.000 title claims description 22
- 239000000567 combustion gas Substances 0.000 claims description 61
- 239000007789 gas Substances 0.000 claims description 49
- 238000002485 combustion reaction Methods 0.000 claims description 39
- 238000006243 chemical reaction Methods 0.000 claims description 36
- 239000003054 catalyst Substances 0.000 claims description 22
- 238000010438 heat treatment Methods 0.000 claims description 21
- 238000011144 upstream manufacturing Methods 0.000 claims description 13
- 238000004519 manufacturing process Methods 0.000 claims description 7
- 230000004888 barrier function Effects 0.000 claims description 4
- 238000004891 communication Methods 0.000 claims description 3
- 239000000919 ceramic Substances 0.000 claims description 2
- 239000011810 insulating material Substances 0.000 claims description 2
- 239000012530 fluid Substances 0.000 claims 6
- 239000003795 chemical substances by application Substances 0.000 claims 2
- 241001137251 Corvidae Species 0.000 claims 1
- 230000001590 oxidative effect Effects 0.000 claims 1
- 235000015108 pies Nutrition 0.000 claims 1
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 6
- 238000002347 injection Methods 0.000 description 6
- 239000007924 injection Substances 0.000 description 6
- 239000001301 oxygen Substances 0.000 description 6
- 229910052760 oxygen Inorganic materials 0.000 description 6
- 238000001514 detection method Methods 0.000 description 3
- 238000007689 inspection Methods 0.000 description 3
- MWUXSHHQAYIFBG-UHFFFAOYSA-N nitrogen oxide Inorganic materials O=[N] MWUXSHHQAYIFBG-UHFFFAOYSA-N 0.000 description 3
- GWEVSGVZZGPLCZ-UHFFFAOYSA-N Titan oxide Chemical compound O=[Ti]=O GWEVSGVZZGPLCZ-UHFFFAOYSA-N 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 2
- IVMYJDGYRUAWML-UHFFFAOYSA-N cobalt(II) oxide Inorganic materials [Co]=O IVMYJDGYRUAWML-UHFFFAOYSA-N 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000007257 malfunction Effects 0.000 description 2
- 239000000463 material Substances 0.000 description 2
- BASFCYQUMIYNBI-UHFFFAOYSA-N platinum Chemical compound [Pt] BASFCYQUMIYNBI-UHFFFAOYSA-N 0.000 description 2
- GEIAQOFPUVMAGM-UHFFFAOYSA-N Oxozirconium Chemical compound [Zr]=O GEIAQOFPUVMAGM-UHFFFAOYSA-N 0.000 description 1
- 230000002159 abnormal effect Effects 0.000 description 1
- 238000003915 air pollution Methods 0.000 description 1
- 238000000889 atomisation Methods 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 238000004880 explosion Methods 0.000 description 1
- 238000000605 extraction Methods 0.000 description 1
- PCHJSUWPFVWCPO-UHFFFAOYSA-N gold Chemical compound [Au] PCHJSUWPFVWCPO-UHFFFAOYSA-N 0.000 description 1
- 239000010931 gold Substances 0.000 description 1
- 229910052737 gold Inorganic materials 0.000 description 1
- 239000004615 ingredient Substances 0.000 description 1
- 229910052751 metal Inorganic materials 0.000 description 1
- 239000002184 metal Substances 0.000 description 1
- 230000003647 oxidation Effects 0.000 description 1
- 238000007254 oxidation reaction Methods 0.000 description 1
- 229910052697 platinum Inorganic materials 0.000 description 1
- 239000000243 solution Substances 0.000 description 1
- 239000004408 titanium dioxide Substances 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/02—Circuit arrangements for generating control signals
- F02D41/14—Introducing closed-loop corrections
- F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
- F02D41/1439—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the position of the sensor
- F02D41/144—Sensor in intake manifold
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
- Control Of The Air-Fuel Ratio Of Carburetors (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
- Exhaust Gas After Treatment (AREA)
Description
PATENT SPECIFICATION
( 21) Application No 40123/77 ( 22) Filed 27 Sep 1977 ( 31) Convention Application No 51/115540 ( 32) Filed 27 Sep.
( 33) Japan (JP) ( 44) Complete Specification Published 29 May 1980 ( 51) INT ( ( 52) Index F 1 H Fi B F 4 T G 3 R L.3 F 02 M 7/12 F 02 D 3/00 GO 5 D 11/13 at Acceptance 102 105 108 201 218 BX 2 F 7 53 56 E 3 A 625 BE 69 ( 54)A METHOD OF CONTROLLING THE AIR-FUEL RATIO OF AN AIR-FUEL MIXTURE PROVIDED FOR AN INTERNAL COMBUSTION ENGINE AND A SYSTEM FOR EXECUTING THE METHOD ( 71) We, NISSON MOTOR COMPANY, LIMITED, a corporation organized under the laws of Japan, of No 2, Takaramachi, Kanagawa-ku, Yokohama City, Japan, do hereby declare the invention, for which we pray that a patent may be granted to us, and the method by which it is to be performed, to be particularly described in and by the following statement:-
The present invention relates generally to a method of and a system for controlling the air-fuel ratio of an air-fuel mixture to be burned in an internal combustion engine to a desired air-fuel ratio and particularly to a method and a system of this type by which the time required from provision of the air-fuel mixture to detection of a parameter representative of a function of the air-fuel ratio of the air-fuel mixture is reduced.
As is well known in the art, a technique has been recently developed which precisely controls the air-fuel ratio of an air-fuel mixture, fed into a combustion chamber of an internal combustion engine, by sensing with an exhaust gas sensor a parameter representative of a function of the concentration of a specific component in exhaust gases of the engine which component has a character corresponding to the air-fuel ratio of an air-fuel mixture burned in the engine, and by controlling the supply of fuel to the engine in accordance with an output signal representative of the sensed concentration of the specific component This technique is applied to a carburetor as well as an electronically controlled fuel injection device However, mass produced carburetors, due to the inevitable mass production tolerances have air-fuel ratio variations between the individual carburetors produced The air-fuel ratio variations between the carburetors result in the exhaust emission variations between engines and is an obstacle to a strict control of the exhaust emission.
Thus, the accuracy control and the inspection of the component parts of carburetors have been recently strikingly intensified so that the production cost of the carburetors is steadily increased.
However, even if the accuracy control and the inspection of the component parts of the carburetors are strikingly increased in this manner, the air-fuel ratio variations between the individual carburetors is intolerably great On the other hand, for electronicallv controlling a carburetor so that the air-fuel ratio characteristics are uniform between the individual carburetors, it is necessary to specially devise the way of controlling, the controlling parts, the electronic circuit and so on This complicates the construction Accordingly, it is a great problem of the electronically controlled carburetor which is to be solved to completely overcome the air-fuel ratio variations between the individual carburetors.
However, when the above-mentioned technique is applied to a carburetor in which the air-fuel ratio variations between the individual carburetors are large the air-fuel ratio variations between the individual carburetors are almost overcome, and the air-fuel ratio is accurately controlled to a desired value in a relatively easv manner when the engine is in an operating condition in which the load varies narrowly However, when the engine is in, for example a rapid acceleration, the air-fuel ratio of an air-fuel mixture provided by the carburetor has ( 11) 1 568 426 ( 19) 1976 in A Z m c M^ Z tn r E 4 1 568 426 already varied when a sensor provided in the exhaust system has sensed the concentration of a specific component in engine exhaust gases As a result, since a control circuit generates an incorrect control signal, the confusion of control has occurred or the correct control has been very much delayed.
This phenomenon is due to a delay by flowing of the air-fuel mixture in the carburetor and the intake passageway, a delay by the engine operations of intake, compression, explosion and exhaust, a delay by flowing of the engine exhaust gases from the engine to the sensor in the exhaust gas passageway, a delay in sensing of the concentration of the specific component by the sensor, and so on From provision of the air-fuel mixture to detection of the concentration of the specific component, there is a substantial delay of nearly 0 2 seconds or milliseconds at the vehicle speed of about 50 Km/h, in the case of an internal combustion engine used in an automobile.
Also in the case of an internal combustion engine of an electronically controlled fuel injection type, a substantial delay is present which is shorter than the case of the engine including the carburetor mentioned above by several tens of milliseconds which correspond to the distance between the position of provision of a carburetor and the position of fuel injection in the intake passageway in the above-mentioned condition since fuel is injected at a position adjacent to the intake valve in the case of the engine of the fuel injection type.
As a solution to this problem, a system for controlling an air-fuel ratio of an air-fuel mixture provided for an engine has been proposed in which a part of the air-fuel mixture is extracted from the intake passageway into a combustion gas generator, the extracted air-fuel mixture is burned in the combustion gas generator to form combustion gases therein, a sensor senses a parameter representative of a function of the concentration of a specific component in the combustion gases which concentration is closely related to the air-fuel ratio of the extracted air-fuel mixture, and the air-fuel ratio of an air-fuel mixture provided for the engine is controlled to a desired value in accordance with the sensed parameter.
When the system proposed is applied to a carburetor, even if the carburetor is such that the air-fuel ratio variations between the individual carburetors are present, the airfuel ratio variations are overcome so that the air-fuel ratio is corrected to a uniform desired value and even when the engine is in an operating condition in which load varies violently, the air-fuel ratio is satisfactorily corrected with a minimized delay.
However, in the conventional system, the resultant gases of the combustion gas generator are conducted into the exhaust gas passageway of the engine As a result, the conventional system requires measures for maintaining the pressure of the combustion gases from the combustion gas generator at a tolerably high level This is to make combustion of the extracted air-fuel mixture possible in spite of a high back pressure in the exhaust gas passageway and to at all times maintain stable combustion of the extracted air-fuel mixture without being influenced by variations in the pressure of engine exhaust gases due to variations in engine load Furthermore, when the extracted air-fuel mixture is not burned in the combustion gas generator due to a malfunction, or the like, the unburned air-fuel mixture is discharged to the atmosphere through the exhaust gas passageway to contaminate the atmosphere and at times the unburned air-fuel mixture causes excessive combustion in the exhaust gas passageway to make the engine dangerous.
According to one aspect of the present invention, there is provided a method of controlling the air-fuel ratio of an air-fuel mixture provided for an internal combustion engine, comprising admitting a part of the air-fuel mixture from the intake passageway into a space, burning the admitted air-fuel mixture in the space for producing combustion gases in the space, sensing a parameter representative of a function of the concentration of a specific component in the combustion gases to sense the air-fuel ratio of the admitted air-fuel mixture, controlling the air-fuel ratio of the air-fuel mixture provided for the engine to a predetermined value in accordance with the sensed air-fuel ratio, and feeding the combustion gases from the space into the intake passageway.
Another aspect of the present invention resides in a system in combination with an internal combustion engine for controlling the air-fuel ratio of an air-fuel mixture provided for the engine, the engine including an intake passageway providing communication between the atmosphere and the engine, and an air-fuel mixture producing device for producting an air-fuel mixture for the engine in the intake passageway, the system comprising: a combustion gas generator defining a reaction chamber having an inlet port communicating with a portion of the intake passageway positioned downstream of a position in which the air-fuel mixture is produced, and an outlet port communicating with the intake passageway downstream of said portion, first means for admitting a part of the air-fuel mixture produced in the intake passageway into said reaction chamber through said inlet port, second means for igniting the admitted air-fuel mixture in said reaction chamber for producing combustion gases therein, sens1 568 426 ing means for sensing a parameter representative of the concentration of a specific component in said combustion gases which concentration is closely related to the airfuel ratio of said admitted air-fuel mixture, third means for controlling the air-fuel ratio of the air-fuel mixture produced by the air-fuel mixture producing device to a desired value by controlling the flow rate of fuel, fed into the intake passageway for production of an air-fuel mixture, in accordance with the sensed parameter, and fourth means for feeding resultant gases of said combustion gases into the intake passageway downstream of said portion through said outlet port.
In the accompanying drawings:
Figure 1 is a schematic view of a first embodiment of an air-fuel ratio control system according to the invention:
Figure 2 is a schematic view of a part of a second embodiment of an air-fuel ratio control system according to the invention; Figure 3 is a schematic view of a third embodiment of an air-fuel ratio control system according to the invention; Figure 4 is a schematic view of a part of a fourth embodiment of an air-fuel ratio control system according to the invention; and Figure 5 is a schematic view of a part of a fifth embodiment of an air-fuel ratio control system according to the invention.
Referring to Figure 1 of the drawings, there is shown a first preferred embodiment of an air-fuel ratio control system according to the invention The air-fuel ratio control system, generally designated by the reference numeral 10, is combined with an internal combustion engine (not shown) and includes an air-fuel mixture forming device 14 which is a carburetor in this embodiment, and an intake passageway or conduit 16 passing through the carburetor 14 The intake passageway 16 has a venturi 18 formed therein and a throttle valve 20 rotatably mounted therein at a location downstream of the venturi 18 The carburetor 14 has a main fuel passage 22 communicating with a fuel source (not shown) The fuel passage 22 has an air-fuel mixer 24 comunicating therewith, and a main fuel nozzle 26 communicating with the air-fuel mixer 24 and opening into the venturi 18.
The fuel passage 22 is provided with a main air bleed 28 communicating with the atmosphere and with the air-fuel mixer 24 That portion of the intake passageway 16 which is located downstream of the carburetor 14 communicates with an intake manifold 30 directly communicating with combustion chamber means (not shown) of the engine 12.
The air-fuel ratio control system 10 comprises a combustion gas generating device 32 which is arranged in proximity to the intake passageway 16 for sensing the air-fuel ratio of an air-fuel mixture formed by the carburetor 14 The combustion gas generator 32 comprises a body or housing 34 defining a combustion or reaction chamber 36 The housing 34 has an upper or upstream portion 38 communicating with the portion of the intake passageway 16 located downstream of the venturi 18 and upstream of the throttle valve 20, through an inlet port or a passage or conduit 40 for admitting into the combustion chamber 36 a portion of an air-fuel mixture produced for the engine, and a lower or downstream portion 42 formed with an outlet port or a passage or conduit 43 which communicates with the intake passageway 16 downstream of the throttle valve 20 or with the intake manifold The passage 40 is formed therein with a restriction or restricted orifice 44 for controlling the flow rate of the air-fuel mixture admitted into the combustion gas generator 32.
The reaction chamber 36 may be formed by an insulating material and is provided therein with a burner 46 which communicates with the passage 40 and serves to deliver the air-fuel mixture from the intake passageway 16 into the reaction chamber 36.
As the burner 46 it is proper to employ a burner which has a spherical shape as shown in the drawing and which is made of a porous ceramic, when the air-fuel mixture is a mixture of air and gasoline or petrol If desired, another type of burner may be employed.
A spark plug 48 is arranged in the reaction chamber 36 at a location adjacent to the burner 46 for igniting the air-fuel mixture directed from the burner 46 into the reaction chamber 36 to produce combustion gases therein The spark plug 48 is electrically connected to an electric control circuit including an electric power source 52 an ignition switch 54 and a spark plug energizing device 56 which are connected in series.
Although continuous combustion of the air-fuel mixture is maintained in the reaction chamber 36 when once the air-fuel mixture is ignited by energization of the spark plug 48 if the spark plug 48 is energized in synchronism with the ignition timing of the engine or is cyclically repeatedly energized by an independent energizing device, the air-fuel mixture can be again ignited even if the flame of the burner 46 disappears by any chance so that the reliability in maintaining the combustion in the reaction chamber 36 is increased.
Flame shut-off or barrier means 58 is provided in the outlet passage 43 for preventing the flame produced in the reaction chamber 36 from being conducted into the intake passageway 16 or intake manifold 30, 1 568 426 together with exhaust gases of the combustion chamber 36 The flame barrier means 58 is made of a suitable flame barrier material or member.
A heating plate 60 is projected from the housing 34 into the intake passageway 16 or intake manifold 30 to form the outlet passage 43 The heating plate 60 is heated by the exhaust gases emitted from the combustion chamber 36 and heats the airfuel mixture drawn from the intake passageway 16 into the engine to promote atomization of fuel.
A feedback control section of the system 10 comprises an auxiliary air bleed passage or conduit 62 communicating with the atmosphere and with the air-fuel mixer 24 for admitting atmospheric air thereinto An electromagnetically operated control valve 64 is operably provided for controlling the degree of opening of the auxiliary air bleed passage 62 to the atmosphere to control the amount of atmospheric air drawn into the intake passageway 16 through the auxiliary air bleed passage 62 and therefore to indirectly control the amount of fuel drawn into the intake passageway 16 through the fuel passage 22 The control valve 64 is provided with a solenoid coil 66 for operating same The control valve 64 may be provided in the fuel passage 22 for directly controlling the amount of fuel drawn into the the intake passageway 16 therethrough, in place of providing it in the auxiliary air bleed passage 62 The control valve 64 may be of an on-off type, a type in which open time and closed time of the control valve 64 are varied by varying the pulse width of a pulse signal applied to the solenoid 66, or a proportional type in which the degree of opening of the control valve 64 is continuously varied in proportion to a control signal applied to the solenoid coil 66.
A sensor 68 is provided in the reaction chamber 36 for sensing the concentration of a specific component of the combustion gases produced therein which concentration is closely related to the air-fuel ratio of the air-fuel mixture fed into the reaction chamber 36 The sensor 68 senses the concentration of the specific component by sensing a parameter such as the partial pressure of the specific component which is representative of a function of the concentration of the specific component For sensing the air-fuel ratio by sensing the concentration of for example oxygen in the combustion gases, an oxygen concentration cell such as zirconic oxygen sensor may be employed as the sensor 68 for example The zirconium oxygen sensor, if the temperature of the sensor is, for example, at 300 to 8 W 00 C, even if the amount of the combustion gases is extremely small, rapidly and accurately senses whether the concentration of oxygen is higher or lower than a basic value corresponding to a stoichiometric air-fuel ratio, that is, whether the air-fuel mixture formed by the carburetor 14 is leaner or richer than an air-fule mixture having the stoichiometric air-fuel ratio As the sensor 68, a sensor can also be employed which has nearly linear output characteristics with respect to the air-fuel of an air-fuel mixture and which has electrodes made of platinum and gold As a sensor of the linear type, there is also a sensor made of materials such as titanium dioxide (Ti O 2) and cobalt monoxide (Co O) as principal ingredients The former sensor can be employed for the control of an air-fuel ratio in the region thereof below the stoichiometric air-fuel ratio, while the latter sensor for the control of an air-fuel ratio in the region thereof above the stoichiometric air-fuel ratio The sensor 68 operates even in the presence of an extremely slight quantity of gas if the temperature condition is met.
The sensor 68 is electrically connected to an electric control circuit 70 which is electrically connected to the solenoid coil 66.
The control circuit 70) receives from the sensor 68 an output signal representative of the sensed concentration of the specific component of the combustion gases and generates a control or command signal which is applied to the solenoid coil 66 to cause the solenoid coil 66 to control the degree of opening of the control valve 64 in accordance with the sensed concentration of the component.
The air-fuel ratio control system 10 thus described is operated in the following manner.
The air-fuel mixture formed in the intake passageway 16 is drawn therefrom into the reaction chamber 36 through the passage 40 and the burner 46 by the pressure differential between the portions upstream and downstream of the throttle valve 20 which is produced by the air suction operation of the engine The air-fuel mixture thus drawn is ignited by the spark plug 48 and is continuously burned to produce combustion gases in the combustion chamber 36.
Assuming that the sensor 68 is, for example, an oxygen concentration cell, the sensor 68 generates an output signal representing whether the concentration of oxygen in the combustion gases is higher or lower than a standard value corresponding to the stoichiometric air-fuel ratio and therefore whether the burned air-fuel mixture is leaner or richer than an air-fuel mixture having the stoichiometric air-fuel ratio The control circuit 70 receives the output signal of the sensor 68 and generates a control signal fed to the solenoid coil 66 The control signal causes the solenoid coil 66 to close or open the control valve 64, or reduce or increase 1 568 426 the degree of opening of the control valve 64 so that the amount of atmospheric air drawn into the intake passageway 16 through the passage 62 is reduced or increased As a result, since the amount of fuel drawn from the fuel passage 22 into the intake passageway 16 is increased or reduced by the reduced or increased amount of atmospheric air drawn through the auxiliary air bleed passage 62, the air-fuel mixture formed by the carburetor 14 is made richer or leaner.
Thus, the air-fuel ratio of the air-fuel mixture is corrected to a desired value.
It is desirable for maintaining the stability of combustion of the air-fuel mixture at the burner 46 that the flow rate of the air-fuel mixture admitted into the reaction chamber 36 is not varied When the engine is employed in an automobile and an open end 72 of the passage 40 opens into the intake passageway 16 at a location upstream of the throttle valve 20 as shown in Figure 1, if the diameter of the orifice 44 is set in such a manner that the presure differential between the portions upstream and downstream of the throttle valve 20 becomes a critical pressure when the automobile travels at the speed of, for example, 100 km/h, the flow rate of the air-fuel mixture drawn into the combustion chamber 36 becomes constant when the automobile is in a normal travelling condition at a speed below 100 km/h This flow rate is equal to 2 to 6 per cent of the flow rate of the air-fuel mixture sucked into the engine when the automobile travels at the speed of 50 km/h and the flow rate of this degree is enough for detection of the air-fuel ratio of the air-fuel mixture in the combustion gas generator 32.
When the open end 72 of the passage 40 opens into the intake passageway 16 in such a manner as to face the upstream portion thereof as shown in the drawing, the air-fuel mixture can be sufficiently fed into the combustion gas generator 32 by dynamic pressure of the air-fuel mixture flowing in the intake passageway 16, even if the degree of opening of the throttle valve 20 is increased so that the pressure differential between the portions upstream and downstream of the throttle valve 20 is reduced.
However, generally in an air-fuel mixture forming device, for example, a carburetor.
the air-fuel ratio variations between individual devices are relatively large in engine low load regions and are not very large in engine medium load and higher regions.
Also, since as a matter of purifying engine exhaust gases the engine operating region requiring measures to be taken is the low load region, it is not always necessary to control the air-fuel ratio in engine high load region in which the pressure differential between the portions upstream and downstream of the throttle valve 20 becomes small so that it becomes difficult or impossible to draw the air-fuel mixture into the combustion gas generator 32.
Referring to Figures 2 3 4 and 5 of the drawings, there are shown second, third, fourth and fifth embodiments of an air-fuel ratio control system according to the invention, respectively In each of Figures 2, 3, 4 and 5, the same component elements as those of the air-fuel ratio control system 10 shown in Figure 1 are designated by the same reference numerals as those used in Figure 1, and/or the illustration of the same component elements is omitted for brevity, and with respect to each of Figures 2 to 5, the description as to the same component elements is omitted for brevity The air-fuel ratio control system generally designated by the reference numeral 74 which is shown in Figure 2, is characterized in that a pump 76 is employed for supplying a part of the air-fuel mixture from the intake passageway 16 or manifold 30 into the combustion gas generator 32 The pump 76 is disposed in a passage or conduit 80 which provides communication between the intake passageway 16 or the manifold 30 and the combustion chamber 36 of the combustion gas generator 32 for conducting the air-fuel mixture thereinto The pump 76 is driven by a motor 78, which may be of small size, and draws the air-fuel mixture from the intake passageway 16 or manifold 30 through the passage 80 and forces the air-fuel mixture into the combustion chamber 36 In this embodiment, an open end 82 of the passage 80 opens into the intake passageway 16 or manifold 30 downstream of the throttle valve 20 The carburetor 14 is provided with a slow speed fuel passage 84 communicating with a fuel source (not shown) and opening through a slow speed port 86 and an idling port 88 into the intake pasageway 16, a slow speed air bleed 90 communicating with the slow speed fuel passage 84 and with the atmosphere and an idle adjusting screw 92, as customary.
The heating plate 60 projecting into the intake passageway 16 or manifold 30 is made of a metal having a good heat transfer properties The open end 82 of the passage is located adjacent to the heating plate for preheating the air-fuel mixture, admitted into the combustion chamber 36, by the heating plate 60 heated by the exhaust gases from the combustion chamber 36 to exert a good influence on the combustion of the air-fuel mixture in the combustion chamber 36.
In a case in which the air-fuel mixture forming device 74 comprises a fuel injection device in place of a carburetor the open end 82 of the passage 80 is located in an intake passageway downstream of a position at which fuel is injected from the fuel injection 1 568 426 device into the intake passageway so that the passage 80 can receive an air-fuel mixture In this instance it is desirable that the heating plate 60 is located adjacent to the open end 82 of the passage 80 so that the passage 80 can receive an air-fuel mixture heated by the heating plate 60.
The air-fuel ratio control system, generally designated by the reference numeral 94 which is shown in Figure 3 is characterized in that an electric heater 96 and a catalyst 98 are provided in the combustion chamber 36 of a housing 100 in place of the spark plug 48 of the system 10 shown in Figure 1 In this embodiment, the housing 100 is provided with an inlet port or opening 102 communicating with the intake passageway 16 upstream of the throttle valve 20 and an outlet port or opening 104 communicating with the intake passageway 16 downstream of the throttle valve 20 The electric heater 96 is located in the catalyst 98 for heating same to its working temperature The catalyst 98 is arranged in the housing 100 in such a manner that an air-fuel mixture drawn from the inlet port 102 into the housing 100 is passed through the catalyst 98 to the outlet port 104 The air-fuel mixture drawn into the housing 100 when passed through the catalyst 98 heated by the electric heater 96, is catalvticallv oxidized and is gasified to form combustion gases in the reaction chamber 36 the concentration of a specific component of which is sensed by the sensor 68 similarly as mentioned above with respect to the system 10 of Figure 1 The catalyst 98 may be of extremely small size.
Although an oxidation catalyst is normally employed as the catalyst 98, a three-way catalyst can be also employed The air-fuel ratio control system generallv designated by the reference numeral 106 which is shown in Figure 4, is characterized in that the impetus of a flow of exhaust gases of the engine recirculated into the intake passageway 16 is employed for taking an air-fuel mixture out of the intake passage 16 or manifold 30 into the housing 100 In Figure 4 the same component elements are designated by the same reference numerals as those used in Figure 3 The housing 100 is arranged in this embodiment in such a manner that the combustion chamber 36 forms a bypass which communicates with two portions of the intake passageway 16 or manifold 30 downstream of throttle valve 20 by way of the inlet and outlet ports 102 and 104.
The air-fuel ratio control system 106 is combined with an exhaust gas recirculation (EGR) control system 108 which comprises an EGR passageway or conduit 110 extending from an exhaust gas passageway (not shown) of the engine and having an outlet end portion 112 extending into the outlet passage 43 of the reaction chamber 36 The outlet portion 112 is concentrically located in the outlet passage 43 in such a manner that it is surrounded by same and that it opens into the intake passageway 16 ormanifold 30 in the same direction as that of the outlet passage 43 In the air-fuel ratio control system 106 thus constructed and arranged, an air-fuel mixture is admitted from the intake passageway 16 or manifold into the reaction chamber 36 through the inlet port 102 and the resultant gases of the combustion gases are drawn from the reaction chamber 36 into the intake passageway 16 or manifold 30 through the outlet port 1 ( 04 by an ejector effect or a suction produced by the engine exhaust gases discharged from the outlet portion 112 into the intake passageway 16.
The air-fuel ratio control system, generally designated by the reference numeral 114 which is shown in Figure 5, is characterized in that the outlet portion 112 of the EGR conduit 110 is passed through the catalyst 98 for heating same to its working temperature by heat of the EGR conduit 110 heated by the engine exhaust gases, in place of providing the electric heater 96 In Figure 5 the same component elements are designated by the same reference numerals as those used in Figure 4.
As is apparent from the description above since the air-fuel ratio control system according to the invention is constructed and arranged so as to control the air-fuel ratio of the air-fuel mixture provided for the engine to a predetermined desired value in accordance with an air-fuel ratio sensed by admitting a part of an air-fuel mixture in the intake passageway or manifold into a space.
by burning the admitted air-fuel mixture to form combustion gases and by sensing a parameter representative of a function of the concentration of a specific component in the combustion gases the responsive ability or control speed of the air-fuel ratio control system is strikingly increased or the time required for control of the air-fuel ratio is strikingly reduced as compared with a conventional air-fuel ratio control system which controls the air-fuel ratio of an air-fuel mixture in accordance with an air-fuel ratio sensed in an exhaust system An example of reduction in the time required for control of the air-fuel ratio is indicated in the following That is the time required from the beginning of control of the auxiliary air bleed passage 62 by operation of the control valve 64 to issuing of the resultant fuel from the main fuel nozzle 26 into the intake passageway 16 is below nearly 10 milliseconds Although the time required for the flow of the air-fuel mixture from the main nozzle 26 to the sensor 68 in the combustion gas generator 32 depends upon the size of 1 568 426 the combustion gas generator 32, it is about milliseconds in the case of the generator 32 receiving a necessary minimum quantity of air-fuel mixture The time necessary for the sensor 68 to sense the air-fuel ratio is about 20 milliseconds Accordingly, the total time required is about 40 milliseconds and is reduced to about one fifth of the time required in the case of the conventional air-fuel ratio control system.
Also, the air-fuel ratio control system according to the invention makes a high degree of accuracy control and inspection of parts of the carburetor unnecessary so that production cost of the carburetor is reduced and mass production of the carburetor is made easy.
Furthermore, when the engine is in transitional condition such as starting, acceleration, or the like in which the operating condition varies greatly, the fuel economy, exhaust gas purifying, and output performances are increased because of the air-fuel ratio of the engine air-fuel mixture being controlled in accordance with the sensed air-fuel ratio with a minimized delay.
As the result of the air-fuel ratio control system thus far described being constructed and arranged in such a manner that the exhaust gases emitted from the combustion gas generator 32 are returned into the intake passageway, the system may have the following advantages.
1 Measures are unnecessary which are necessary in the conventional air-fuel ratio control system, the combustion gases produced in the combustion gas generator of which are fed into the exhaust gas passageway, for maintaining the pressure of the combustion gases in the combustion gas generator of the conventional system at a sufficiently high level to make combustion of the extracted air-fuel mixture in the generator possible in spite of a high back pressure in the exhaust gas passageway and at all times maintain stable combustion of the extracted air-fuel mixture without being influenced by variations in the pressure of engine exhaust gases due to variations in engine load.
2 Accordingly, the air-fuel mixture fed into the combustion chamber 36 of the combustion gas generator 32 is necessary only for sensing a parameter representative of a function of the air-fuel ratio of the air-fuel mixture and therefore the flow rate of the air-fuel mixture fed into the combustion chamber 36 may be extremely slight.
Accordingly, for extraction of the air-fuel mixture into the combustuion chamber 36, it is possible to utilize the pressure differential between portions of the intake passageway 16 upstream and downstream of the throttle valve 20 as described above with respect to and as shown in Figures 1 and 3 Also, when an electric motor operated pump is employed for supply of the air-fuel mixture into a combustion gas generating space a pump of small size can serve the purpose.
3 Even if the air-fuel mixture fed into the combustion gas generator 32 is not burned owing to a malfunction or the like, since the unburned air-fuel mixture emitted from the combustion gas generator 32 is drawn into and burned in a combustion chamber of the engine, the air fuel ratio control system according to the invention does not exert on the engine and/or the atmosphere bad influences such as, for example abnormal combustion of the unburned air-fuel mixture in the exhaust gas passageway and/or air pollution by the unburned air-fuel mixture.
4 Since the exhaust gases from the combustion gas generator 32 are fed into the engine, the air-fuel ratio control system provides an effect of reducing the production of nitrogen oxides (N Ox) in the engine, although the degree of reduction is slight.
The air-fuel mixtures drawn into the engine and the combustion gas generator 32 are heated bv the exhaust gases emitted from the combustion gas generator 32 to exert good influences on combustions of the air-fuel mixtures in the engine and the combustion gas generator 32, respectively.
Claims (27)
1 A method of controlling the air-fuel ratio of an air-fuel mixture provided for an internal combustion engine comprising admitting a part of said air-fuel mixture from the intake passageway into space, burning the admitted air-fuel mixture in said space for producing combustion gases in said space.
sensing a parameter representative of a function of the concentration of a specific component in said combustion gases to sense the air-fuel ratio of said admitted air-fuel mixture.
controlling the air-fuel ratio of the air-fuel mixture provided for the engine to a predetermined value in accordance with the sensed air-fuel ratio, and feeding said combustion gases from said space into the intake passageway.
2 A method as claimed in Claim 1, in which said burning comprises providing heat in said space and igniting said admitted air-fuel mixture by said heat.
3 A method as claimed in Claim 1, in which said burning comprises providing a catalyst in said space, passing said admitted air-fuel mixture through said catalyst and oxidizing said admitted air-fuel mixture to said combustion gases by contact with said catalyst.
4 A method as claimed in Claim 3, in 1 568 426 which said burning further comprises providing heat in said catalyst for heating same to its working temperature.
A method as claimed in Claim 4, in which said heating comprises passing exhaust gases of the engine through said catalyst, and heating said catalyst by heat of the engine exhaust gases.
6 A method as claimed in Claim 1, in which said admitting comprises drawing said part of said air-fuel mixture from the intake passageway upstream of a throttle valve rotatably mounted therein into said space in response to the pressure differential between portions of the intake passageway upstream and downstream of the throttle valve, said feeding comprising drawing said resultant gases from said space into the intake pasageway downstream of the throttle valve in response to said pressure differential.
7 A method as claimed in Claim 1, in which said admitting comprises producing a fluid flow outside the intake passageway, and drawing said part of said air-fuel mixture from the intake passageway into said space as a result of said fluid flow, said feeding comprising delivering said resultant gases from said space into the intake passageway as a result of said fluid flow.
8 A method as claimed in Claim 1, further comprising producing a fluid flow directed from the outside of the intake passageway thereinto by delivering gases of the engine into the intake passageway said admitting comprising drawing said part of said air-fuel mixture from the intake passageway into said space as a result of said fluid flow, said feeding comprising drawing said resultant gases of said combustion gases from said space into the intake passageway as the result of said fluid flow.
9 A method as claimed in Claim 1.
further comprising heating said air-fuel mixture provided for the engine, by heat of said combustion gases, said admitting comprising admitting a part of the heated air-fuel mixture into said space.
10 A method as claimed in Claim 1, in which said controlling comprises controlling the flow rate of atmospheric air, drawn into the intake passageway through an air bleed passage of a carburetor of the engine, in accordance with said sensed air-fuel ratio, and controlling said air-fuel ratio of said airfuel mixture provided for the engine to said predetermined value by indirectly controlling the flow rate of fuel, drawn into the intake passageway, in accordance with the flow rate of said atmospheric air drawn thereinto.
11 A method as claimed in Claim 1, in which said controlling comprises controlling said air-fuel ratio of said airfuel mixture provided for the engine to said predetermined value by directly controlling the flow rate of fuel, drawn from a fuel passage of a carburetor of the engine into the intake passageway, in accordance with said sensed air-fuel ratio.
12 A system in combination with an internal combustion engine for controlling the air-fuel ratio of an air-fuel mixture provided for the engine, the engine including an intake passageway providing communication between the atmosphere and the engine, and an air-fuel mixture producing device for producing an air-fuel mixture for the engine in the intake passageway said system comprising a combustion gas generator defining a reaction chamber having an inlet port communicating with a portion of the intake passageway positioned downstream of a position in which the air-fuel mixture is produced, and an outlet port communicating with the intake passageway downstream of said portion.
first means for admitting a port of the air-fuel mixture produced in the intake passageway into said reaction chambers through said inlet port.
second means for igniting the admitted air-fuel mixture in said reaction chamber for producing combustion gases therein.
sensing means for sensing a parameter representative of the concentration of a specific component in said combustion gases which concentration is closely related to the air-fuel ratio of said admitted air-fuel mixture, third means for controlling the air-fuel ratio of the air-fuel mixture produced by the air-fuel mixture producing device to a desired value by controlling the flow rate of fuel, fed into the intake passageway for production of an air-fuel mixture, in accordance with the sensed parameter, and fourth means for feeding resultant gases of said combustion gases into the intake passageway downstream of said portion through said outlet port.
13 A system as claimed in Claim 12 in which the engine includes a throttle valve rotatably mounted in the intake passageway said first means comprising first passage means communicating with said portion of the intake passageway upstream of the throttle valve and with said 1 568 426 inlet port of said reaction chamber, said fourth means comprising second passage means communicating with said outlet port of said reaction chamber and with the intake passageway downstream of the throttle valve.
14 A system as claimed in Claim 12, in which said first means comprises first passage means communicating with said portion of the intake passageway and with said reaction chamber through said inlet port, and a pump which is located in said first passage means and which draws said part of said air-fuel mixture from said portion of the intake passageway and forces the drawn part of said air-fuel mixture into said reaction chamber, said fourth means comprising second passage means communicating with said reaction chamber through said outlet port and with the intake passageway downstream of said portion.
A system as claimed in Claim 12, in which the engine includes an exhaust gas passageway for conducting exhaust gases of the engine to the atmosphere, and an exhaust gas recirculation (EGR) conduit communicating with the exhaust gas passageway and with the intake passageway for feeding a part of the engine exhaust gases thereinto, said first and fourth means comprising an outlet portion of the EGR conduit which is passed through said outlet port of said reaction chamber, said outlet portion being surrounded by an internal wall surface of said outlet port to form therebetween a clearance and opening into the intake passageway in the same direction as that of said outlet port.
16 A system as claimed in Claim 12, in which said first means comprises a burner for supplying into said reaction chamber the air-fuel mixture from the intake passageway, said second means comprising means for igniting fuel delivered from said burner to produce a flame directed from said burner into said reaction chambers.
17 A system as claimed in Claim 16 in which said burner is made of perforated ceramic and has a spherical shape.
18 A system as claimed in Claim 12, in which said second means comprises a catalyst located in said reaction chamber, and heating means for heating said catalyst to its working temperature, said catalyst being arranged so that the air-fuel mixture admitted into said reaction chamber is passed through said catalyst and is oxidized by said catalyst to said combustion gases.
19 A system as claimed in Claim 18, in which said heating means comprises an electric heater.
A system as claimed in Claim 18, in which the engine includes an exhaust gas passageway for conducting exhaust gases of the engine to the atmosphere, and an exhaust gas recirculation (EGR) conduit communicating with the exhaust gas passageway and with the intake passageway for feeding a part of the engine exhaust gases thereinto said heating means comprising a portion of the EGR conduit which is passed through said catalyst for heating same by heat of the engine exhaust gases.
21 A system as claimed in Claim 12, further comprising a heating plate projecting from said outlet port of the reaction chamber into the intake passageway downstream of said position for heating an air-fuel mixture therein by heat of said combustion gases.
22 A system as claimed in Claim 21, in which said first means comprises passage means communicating with said inlet port of said reaction chamber and having an open end which opens into the intake passageway at a location adjacent to said heating plate for extracting an air-fuel mixture heated thereby.
23 A system as claimed in Claim 12, in which said fourth means comprises flame barrier means located in said outlet port for preventing a flame produced in said reaction chamber from being fed into the intake passageway.
24 A system as claimed in Claim 12, in which said reaction chamber is formed by an insulating material.
A system as claimed in Claim 12, in which said air-fuel mixture producing device includes fuel passage means communicating with a fuel source and with the intake passageway from which passage means fuel is drawn into the intake passageway, said third means comprising air bleed passage means communicating with the atmosphere and with the fuel passage means through which air bleed passage means atmospheric air is drawn into the intake passageway, and solenoid valve means for controlling the air-fuel ratio of an air-fuel mixture produced by the air-fuel mixture producing device to a predetermined value by controlling the flow rate of atmospheric air, drawn through said air bleed passage means into the intake passageway in accordance with the sensed parameter to control the flow rate of fuel drawn from the fuel passage means into the intake passageway.
26 A system as claimed in Claim 12, in which said air-fuel mixture producing device IU 1 568 426 10 includes a fuel passage means communicating with a fuel source and with the intake passageway from which passage means fuel is drawn into the intake passageway, said third means comprising solenoid valve means for controlling the air-fuel ratio of an air-fuel mixture produced by the air-fuel mixture producing device to a predetermined value by controlling the flow rate of fuel, drawn from the fuel passage means into the intake passageway, in accordance with the sensed parameter.
27 An air-fuel ratio control system as constructed and arranged substantially as described herein with reference to and as illustrated in Figure 1, Figure 2, Figure 3.
Figure 4 or Figure 5 of the accompanying drawings.
MARKS & CLERK, Chartered Patent Agents.
57-60 Lincolns Inn Fields, London, WC 2 A 35 L.
Agents for the applicant(s).
Printed for Hcr Majesty's Stationery Office, by Croydon Printing Company Limited Croydon, Surrey 19810 Published by The Patent Office 25 Southampton Buildings.
London, WC 2 A IAY from which c,pies may be obtained.
rrs
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP11554076A JPS5341639A (en) | 1976-09-27 | 1976-09-27 | Air-fuel ratio controlling method of internal combustion engine and its apparatus |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| GB1568426A true GB1568426A (en) | 1980-05-29 |
Family
ID=14665050
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB40123/77A Expired GB1568426A (en) | 1976-09-27 | 1977-09-27 | Method of controlling the air-fuel ratio of an air-fuel mixture provided for an internal combuation engine and a system for executing the method |
Country Status (4)
| Country | Link |
|---|---|
| US (1) | US4217869A (en) |
| JP (1) | JPS5341639A (en) |
| DE (1) | DE2743367C2 (en) |
| GB (1) | GB1568426A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2459888A1 (en) * | 1979-06-22 | 1981-01-16 | Nissan Motor | SYSTEM FOR RETRO-ACTION CONTROL OF THE AIR / FUEL RATIO OF AN AIR-FUEL MIXTURE IN AN INTERNAL COMBUSTION ENGINE INTAKE SYSTEM |
| GB2193537A (en) * | 1986-08-04 | 1988-02-10 | Ford Motor Co | I.c. engine fuel metering system |
| GB2425346B (en) * | 2005-04-04 | 2010-08-25 | Odena Engineering | System for controlling air/fuel ratio in a gas flow containing gaseous fuel |
Families Citing this family (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5584858A (en) * | 1978-12-18 | 1980-06-26 | Nippon Denso Co Ltd | Engine control |
| US5611204A (en) * | 1993-11-12 | 1997-03-18 | Cummins Engine Company, Inc. | EGR and blow-by flow system for highly turbocharged diesel engines |
| US5611203A (en) * | 1994-12-12 | 1997-03-18 | Cummins Engine Company, Inc. | Ejector pump enhanced high pressure EGR system |
| US5533489A (en) * | 1995-03-30 | 1996-07-09 | Cummins Electronics Co. | Exhaust gas recirculation control system |
| US6247455B1 (en) * | 1998-10-08 | 2001-06-19 | Toyota Jidosha Kabushiki Kaisha | Injection quantity control apparatus provided to internal combustion engine |
| US6467270B2 (en) | 2001-01-31 | 2002-10-22 | Cummins Inc. | Exhaust gas recirculation air handling system for an internal combustion engine |
| US7677236B2 (en) * | 2006-05-17 | 2010-03-16 | David Deng | Heater configured to operate with a first or second fuel |
| US20090320814A1 (en) * | 2008-06-27 | 2009-12-31 | Caterpillar Inc. | System and method for controlling an internal combustion engine using flame speed measurement |
| US8465277B2 (en) | 2009-06-29 | 2013-06-18 | David Deng | Heat engine with nozzle |
| US9829195B2 (en) | 2009-12-14 | 2017-11-28 | David Deng | Dual fuel heating source with nozzle |
Family Cites Families (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2355090A (en) * | 1939-04-06 | 1944-08-08 | John T Love | Internal-combustion engine |
| US3915125A (en) * | 1971-07-16 | 1975-10-28 | Siemens Ag | Method for the operation of internal-combustion engines and gas reformer for implementing the method |
| JPS4868921A (en) * | 1971-12-24 | 1973-09-19 | ||
| US3825239A (en) * | 1972-08-21 | 1974-07-23 | E Rice | Spark-ignition internal combustion engine carburetors |
| US4153021A (en) * | 1973-06-04 | 1979-05-08 | Nippon Soken, Inc. | Air-fuel mixture ratio correcting system for carburetor |
| JPS5022933A (en) * | 1973-07-06 | 1975-03-12 | ||
| GB1469471A (en) * | 1973-07-26 | 1977-04-06 | Nippon Soken | Vuel reforming apparatus in an internal combustion engine |
| US4030464A (en) * | 1973-12-07 | 1977-06-21 | Nippon Soken, Inc. | Fuel-air mixture heating device for use with internal combustion engine |
| DE2542997C2 (en) * | 1975-09-26 | 1982-11-11 | Siemens AG, 1000 Berlin und 8000 München | Method and device for starting a gas generator for converting hydrocarbons into a fuel gas and an internal combustion engine to be fed with the fuel gas |
| US4050425A (en) * | 1975-11-24 | 1977-09-27 | General Motors Corporation | Air-fuel ratio control system |
| JPS52143340A (en) * | 1976-05-24 | 1977-11-29 | Nissan Motor Co Ltd | Air-fuel ratio control device of carburetor |
-
1976
- 1976-09-27 JP JP11554076A patent/JPS5341639A/en active Pending
-
1977
- 1977-09-26 US US05/836,752 patent/US4217869A/en not_active Expired - Lifetime
- 1977-09-27 GB GB40123/77A patent/GB1568426A/en not_active Expired
- 1977-09-27 DE DE2743367A patent/DE2743367C2/en not_active Expired
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2459888A1 (en) * | 1979-06-22 | 1981-01-16 | Nissan Motor | SYSTEM FOR RETRO-ACTION CONTROL OF THE AIR / FUEL RATIO OF AN AIR-FUEL MIXTURE IN AN INTERNAL COMBUSTION ENGINE INTAKE SYSTEM |
| US4359989A (en) * | 1979-06-22 | 1982-11-23 | Nissan Motor Co., Ltd. | System for feedback control of air-fuel mixing ratio in intake system of internal combustion engine |
| GB2193537A (en) * | 1986-08-04 | 1988-02-10 | Ford Motor Co | I.c. engine fuel metering system |
| GB2425346B (en) * | 2005-04-04 | 2010-08-25 | Odena Engineering | System for controlling air/fuel ratio in a gas flow containing gaseous fuel |
| US7871263B2 (en) | 2005-04-04 | 2011-01-18 | Odena Engineering | System for controlling air/fuel ratio in a gas flow containing gaseous fuel |
Also Published As
| Publication number | Publication date |
|---|---|
| US4217869A (en) | 1980-08-19 |
| DE2743367A1 (en) | 1978-03-30 |
| DE2743367C2 (en) | 1985-06-13 |
| JPS5341639A (en) | 1978-04-15 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PS | Patent sealed [section 19, patents act 1949] | ||
| 746 | Register noted 'licences of right' (sect. 46/1977) | ||
| PCNP | Patent ceased through non-payment of renewal fee |